Intake manifold



vy. E. KEMP. INTAKE MANIFOLD APPLICATION FILED NOV. 221 191].

1,304,970 Paten ted May 27,1919.

4 SHEETSSHEET 1.

IN VEN TOR.

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W. E. KEMP;

WTAKE MANIFOLD.- APPLICATION FILED NOV. 22, 19w.

Patented May 27,1919.

4 SHEETS-SHEET 2.

IN VEN TOR.

I! ATTORNEY W. E. KEMP.

INTAKE MANIFOLD.

APPLICATION FILED NOV. 22. m7.

1,304,987, Patented May27,1919

4 SHEETS-SHEET 3.

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INVENTOR.

% 7aw a n 3? ATTORNEY W. E. KEMP.

INTAKE MANIFOLD.

APPLICATION FILED.N 0V. 22, 1917M Patent ed May 27, 1919.

4 SHEETS-SHEET 4.

All 2 INVENTOR.

Wnfi r ai'taATToRNEy To all whom it may concern:

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meanest.

Be it known that I: wmmm E. Kuhn, a citizen of the United States, and aresident of the city of New York, in the county of New York and State,of New York, have invented certain new and useful Improvements inIntake-Manifolds, of which the following is a specification. e I

The present invention relates to intakemanifolds for internal combustionengines.

It is commonly known among motor vehicle engineers that about 90% of thecarburation difliculties experienced with the present day gasolene orother liquid hydrocarbons isdue to the fact that the vaporized fuel hasa tendency to condense between the charge forming device and thecylinders ,of the motor, or 1n other words in the intakemanifold of theengine. This defect arises from the fact that the area of the passagethrough the intake-manifold must be dimensioned to be lar e enough tosupply the engine with a com, stible mixture 2 of the proper proportionsand volume to 'runthe engine at its maximum eficien'cy. This passage isthusso large that, when the engine demands but a minimum supply, for

' instance when idle at say -100 revoable.

lutions per minute with no'load' thereon,- the vaporizedcombustiblemixjwre moves through the manifold on the suction strokes ofthe pistons at such a reduced velocityjthat it condenses. The condensedhydrocarbon causes most troubles at low engine speed or at a period whenthe combustible mixture passing from the carbureter to. the motor isidling in the intake-manifold; lit is obvious that, when the engine is'i11nning with no load or practically with ,no mama. part of thecombustible mixture condenses in the manifold, the engine speed cannotbe kept constant or not even nearly constant because the cylinders donot receive a uniform mix-- ture, since the combustible mixture rushingpast the condensed hydrocarbon in the in take-manifold is made richerthan .is

The main object of the present invention is to provide anintake-manifold, wherein the combustible mixture travels from thecarbureter to the engine cylinders at a constant or nearly constantspeed, irrespective (if the speed of the engine, whereby condensationofthe hydrocarbon is prevented.

With these and other objects in view, which will more fully appear asthe nature Specification .of Letters Patent. Application filed November22. law. Serial no. 203.357.

1 the invention.

Eaten-ted of the invention is better understood, the same consists inthe combination, arrangement, and construction of parts hereinafterdescribed, pointed out in the appended claims and illustrated in theaccompanying "drawings, it being understood that many changes may bemade in the size and proportion pf the several parts and details ofconstruction within the see of the -apmay at, rate.

pended claims without departing from the spirit or sacrificing'any ofthe advantages of Two of the many possible embodiments of the inventionare illustrated in the accompanying drawings, in which I Figural is aplan view of an'intake-manifold constructed in accordance with thepresent invention; Fig. 2 is a section taken en line 2 -2 of Fig. 1;Fig. 3 is a section taken on 'line' of Fig. 2; Fig. 4 is a sec-.

tionjtaken on line 44 of Fig. 1,.pn a larger scale; Fig. '5 is a sectiontaken on line 5-5 of Fig. Lon-a larger scale; Fig. 6 is a sec-' itiontaken on line 6-' 8 of Fig. 1, on a larger scale; Fig. 7 is a sectiontaken on line 77 of Fig.1, on a larger scale; Fig. 8 is a sectionsimilar to the one shown in Fig. 4 of a modifiedmanifold; Fig. '9 is asection taken nun-line 9+9 of Fig. 8; and Fig. 1'0 a section taken online 10'10 of Fig; 8. I

ltteflerri-ngnow first to Figs. 1 to 7, inclustantial distance abovethetop of these/sing 11, for a purpose hereinafter to be described;

Near each end cf-the casing there is a rranged in'thesame a chamber 18,the outlets 19 of which communicate with the fuel inlet- :openings ofthe cylinders of the engine.

ll'he chamber 13 with the chambers 18 through a plurality of pipes 20,arranged on each'side of the chamber 13'in'pairs ,as clearly appearsfrom Fig. b of the drawings, eachset of tubes being disposed aboveanother, so that their inlets are arran d in a plurality of parallelplanes. The c embers also communicate through a pair of pipes 21, whichare located immediately above the bottom 22 of the casing 11, and leadas close as possible to the outlets 19.

Within the chamber '13 is slidably arranged a piston valve 23, the stem24 of which extends through the head 25 of the said chamber, and isscrew-threaded, as shown at 26. With these threads mesh those .of a nut27 that abuts normally against the outer face of the head 25. A weight28, or .its equivalent in the form of a spring, is

associated with the piston valve 23, and has a tendency to hold the saidpiston valve in its lowermost position, in which the outlet of thecarbureter communicates through the pipes 21 with the chambers 18, andthus with the fuel inlet-openings ofthe engine cylin ders. The nut 27serves to adjust the lowermost position of the piston valve 23.

.The chambers 13 and 18 do not communicate with the interior of thecasing 11. This casing communicates through a pipe 29 with the exhaustpassage of the engine, the exhaust gases being led away from the casingthrough'a pipe 30. The casing envelops or jackets the three chambers andalso the pipes therein. The exhaust gases are caused to move in acircuitous path. around the cham-- 1 bers and the pipes by casting thechambers 18 integral with .the rearwall 31 of the casing and placing thechamber 13 in contact with the front cover 12 of the said casin Forthese reasons the exhaust gases, entering through the pipe 29, move inthe direction of the arrows shown in Fig. 3 of the drawings, that -is tosay they around the right hand side. chamber 18 and between the spacesbetween the pipes con-.

necting the said chamber with the chamber 13, thence around thelast-named chamber andbe'tween the ipes connectin the chamstantially tothe effective area of the carbuher 13 with the eft hand side 0 amber 18,and around the last-named chamber to the pipe 30. In this mannerobviously,-the combustible mixture traveling through the intake-manifoldis pre-heated, for the wellknown purpose.

- The operation of this device is as follows:-

When the engine is at standstill or moves at a' slow speed with no loador practically no load, the piston valve in the chamber 13 occupies itslowermost position (Fig. 4),

the weight 28, or its equivalent, being sufficient to. overcomethesuction effect of the pistons on the upper face of the said valve.

The combustible mixture is thus drawn into the cylinders through thepipes 21, the other pipes being. closed by the piston valve. Thecross-section of a pipe 21 corresponds subreter. outlet when throttledfor idling. Obviously, thus thecombustible mixture has nochance tocondense in the said ipes, as

its velocity, through the passage om the mOVB equal to the effectivecross-section of the,

carbureter outlet, meaning by efiective cross-section the cross-sectionuncovered by the throttle. When the engine is being slowed down,obviously the reverse conditions will prevail, that is to say thesuction above the valve will decrease, causing the same to descend andto successively and gradually close the pipes 20. From the foregomg itappears that the active cross-section of the intake manifold is.-automatically varied in proportion to the speed of the engine and theeffective area of the carbureter outlet, whereby the combustiblemixture" flows through the said manifold at a constant or nearlyconstant speed, irrespective of the speed of the engine.

The salient feature of this invention lies in the provision of a groupof pipes of rela tively small area, the aggregate areas of the pipesconstituting the group being suflicient to supply the en e with therequired volume'of ,combustibl emixture to run it at its maximumefliciency, provision being made for cutting off certain pipes as thedemand for fuel decreases, this cutting off of these pipes effecting adecrease of the area of the manifold, so that the speed of combustiblemixture is constant or substantially constant as it travels through thesame.

tion are, besides the one mentioned, manifold, the principal ones beingthe ease with which the engine may be started when cold,

and the extreme flexibility.

.A modification of the invention is illus- The advantages of eliminatingconderisa- .trated in Figs. 8 'to 10, inclusive, differing from the oneabove described in that, in-

stead of the chambers 18, there are formed in proximity to the outlets19 chambers 33, which do not extend, as the chambers 18, throughout theheight of the casing 11, but are disposed substantially above the saidcasing. The pipes 20 and 21 lead in this case from the chamber 13 to thebottoms 34 of the chambers 33, their outlets being thus located as nearas possible to the intakeopenings of the cylinders of the engine.Instead of a weight, a spring 35 is made use of in this device, as analternative.

The operation of this device is in all respects the same as of thatabove described, the only difference being that the combustible mixturehas less chance to condense, for the reason that the'outlets of thepipes in the manifold terminate in close proximity to the enginecylinders.

It is obvious that, while herein the invention has been described inconnection with the intake-manifold of an internal combustion engine,the same may be applied generally to vary the cross-section of conduitsthroughout their lengths, irrespective of the nature of the fluidflowing therethrough. Attention is called to the fact'that, in suchcases, the cross-section may be either varied by manually operatedmeans, or automatically by the difference of pressure at the.

endsof the conduit.

What I claim is 1 1. An intake-manifold for internal combustion engines,comprising a casing having a fuel inlet and fuel outlets, a chamberextending throughout the height of said casing communicating with eachof .said fuel outlets, a plurality of conduits extending from said inletchamber to each of said outlet chambers,*and a weighted valve withinsaid inlet chamber tending to close said conday of November,

ing a fuel inlet and fuel outlets, a chamber extending throughout theheight of said casing communicating with each of said fuel outlets, aplurality of conduits extending from said inlet chamber to each of saidoutlet chambers, a weighted valve within said inlet chamber tending toclose said conduits but actuated under suction above the same andpressure below the same, thereby automatically opening and closing saidconduits progressively and in succession in proportion to the speed ofthe engine, both the suction and pressure being induced by the operationof the engine, and means for adjusting the lowermost, position of saidvalve.

Signed at New York, in the. county of New York, and State of New York,this 14th I E. KE.

